Magnuson Supercharger Mega Thread for 16+ Tacoma - Unboxing, Install DIY, Dyno Video

I'm still curious if the 89571-58010 is compatible with our trucks.

https://www.tacomaworld.com/threads...ssure-pump-system.687567/page-3#post-26652936

 

It's my understanding that these D-4S engines are operating primarily on Direct injection. The V35 on the Lexus has two high pressure pumps to add the additional fuel needed. Not sure if the low pressure pump is the same, but I suspect that it doesn't matter since the two high pressure pumps are taking the brunt of the load.

I think I mentioned this to Mat a while back and he said it wouldn't work. I'll have to look for that message, because I had the same thought as you. You would think it's compatible.

As for the your comments on an upgraded high pressure pump, Mat actually once said he was looking at developing something for that, but most likely abandoned it and is now trying to get most of the fuel needs from the Port side using the upgraded pump. He was kind of back and forth on each injection system through the development of his kit.

 

Oh I forgot to mention one more problem with our factory pump. The ground going to our pump is TINY. Mat was saying that at higher loads on the bigger pump we are using (DW300), the ground is burning up. Basically his instruction was to replace the entire ground wire going from the Fuel Computer to the pump itself in the tank if you plan to go above I think 10 psi on the turbos.

I don't believe this is ever an issue on the factory pump, but something to keep in mind if anyone ends up replacing the factory pump with something bigger. I wrote up a how-to on replacing that wire over here. It was a surprisingly small wire. I would assume it was meant to increase resistance somewhere in the line. Can't imagine any other reason why they would make only that specific wire so small.

 

Trying to find any actual numbers on factory parts is such a pain....

Here is a site that talks about the engineering of the V35 Engine: https://toyota-club.net/files/faq/19-09-10_faq_df_v6_eng.htm
Lot of good information in there.

I'm including a bunch of interesting information below, but here is the most astounding thing I saw:

"Fuel pump (low pressure) delivers fuel from the tank to the high pressure fuel pump and to the low pressure injectors. Using the PWM signal, the pump control unit provides stepless speed control, providing the required flow rate. An additional function is to turn off the pump when the SRS is triggered."

So the V35 uses a Pulse Width Modulation fuel pump (The Tacoma uses a 3 stage stepped voltage pump). PWM allows much better fuel control, so it makes sense for a turbocharged option. The question is...what about the fuel controller. If it's designed for PWM, then how compatible is it with our truck's ecu. I doubt it's simply plug and play. Our Tacoma has 3 positive signal wires on the controller and subsequently on the pump. I assume you would need to make a wiring modification somewhere.

With the DW300, you have to take those three wires in the pump housing and wire them all together. In reality you could just use one wire, since the fuel controller is also tied to all three, but wiring all three allows much more electrical flow to reduce resistance. It's like increasing the gauge of your wiring to prevent it from melting. So actually this is more beneficial anyway.

Here is my pump. New 14gauge ground and all three positives wired together.



My thoughts are, could you use the DW300 and pair it with the Lexus's FPC computer with possible wire modification, and get yourself an easy pump upgrade.....




The following is pretty much how the Tacoma's D4S system works:

"At small and medium load, any of three options can be used - in-port, direct or combined - that allow to create a homogeneous air-fuel mixture and maintain stable combustion. Under a heavy load use direct fuel injection - the evaporation of the fuel in the cylinder filling mass improves and reduces the tendency to knock.
Immediately after a cold start, a combination of in-port and direct injection allows to create a heterogeneous mixture in the cylinder, and due to the retarded ignition increase the temperature of the exhaust gases, accelerating the heating of the catalyst."



"The 3.5L V35A engine is equipped with a combined fuel injection system D-4ST, which means that it has direct injection nozzles that feed fuel directly into the combustion chambers and a traditional multi-point fuel injection system that sprays fuel into the intake ports in front of the intake valves. Each cylinder head has its own high-pressure fuel pump driven by an additional lobe on each exhaust camshaft. Depending on engine needs, those pumps provide fuel pressure in the range of 2.4-20 MPa inside the forged steel high-pressure fuel rails used for the direct injectors. The conventional fuel pump (low pressure) feeds high-pressure pumps and low-pressure fuel rail of the multi-point injection system. While direct injectors come with 6-point nozzles, the low-pressure injectors have nozzles with 10 holes."

 

The V35 comes with the 89571-58010 FPC. It also comes in some 2GRFKS cars... it would be funny if it plugged in and away we go with PWM... but I'm not holding my breath.

Tacoma


89571-58010

 

Dang. Those two pumps look very, very similar.

 

Connectors look the same at least. I wonder what the pins look like. I would guess that the v35's has less than ours.

You never know though, it might just be that simple. If all of the fueling logic is in the FPC and not the ECU than it might work. Likely the FPC is getting info from the ecu about current fuel pressure and demanded fuel pressure then the FPC uses it's own logic to command the pump.

 

What wouldn't be funny if someone MESO'd their boosted truck trying it.

This thread is starting to turn into a bunch of misleading fueling info. Seems like there's a couple people doing research and a bunch of others throwing things at the wall.

 

I agree fueling should have it's own thread. Majority of the people will never go to the level where extra fueling is needed.

 

Hah I actually started one a while back. Didn't go into this much depth but it could be used. The link that Jowett provided earlier is it.

 

Lol! This place never disappoints.

@JamesT discussing this might be best moved back to the fuel thread.

 

I reply only because no one else has, @Jowett 's video clip was fun the first 10,000 times; but now it drives me nuts, and i cannot find a way to turn it off.

So moving it up and out of my current view; you are all very welcome. Sorry Jowett.

 

Lol, yeah, it was fun for a while... probably time to move on from the jumping Jowett.

 

Snow performance boost controlled water/methanol 2.5 proline kit with 9 gallon rear reservoir and vacuum protection solenoid installed at Intecracing in Kent, WA. Having some issues with the gauge controller.

You certainly don’t need the 9 gallon reservoir. I might downsize later. I just hate refilling fuel tanks more than I already do lol… Also can prob mount the tank on the passenger side to balance the weight better since fuel tank is on the driver side. But then it blocks the electrical outlet plug. Once we get this gauge controller ironed out will see what we can do with advancing timing and boost with the 84mm pulley.

Gauge will be relocated with the assistance of @MESO

 

The last thing I needed to do was click on this thread. I bet it would be fun with the manual transmission too.

 

@Formidable Where are you injecting, is that pre-throttle-body?

 

Pre throttle body intake pipe.

 

Awesome. I look forward to the outcome of this.

I am guessing you aren't too worried about the meth going through the SC? I understand that Magnuson doesn't recommend it though I have seen multiple forums where people are already doing it without issue.

 

I can understand Magnuson's reservations, if the water is not completely vapor before entering the SC, water droplets definitely can do damage. My dad had an amphibian airplane with a pusher prop, and water spray put noticeable wear on the prop blades.

In perspective, we are shortening the lifespan of our engines by the increased performance of adding boost, (largely considered increased wear) and that is deemed acceptable. Adding performance by water injection may decrease the lifespan of the SC (and the engine a little more again), but again, it might be worth it.

Water injection may result in higher boost from the same pulley. Just thinking that the spray will cool the intake charge, before feeding the compressor, and a denser air charge entering should result in greater pressure output. Though pre-compressor also has less heat available for atomizing. Interested in seeing how this plays out!

 

Magnuson doesn’t recommend it. However, in chatting with several tuners, apparently water/methanol injection when used with roots style positive displacement blowers is fine. Does nothing to the rotors and seals and may even prolong the life of the supercharger due to significant heat reduction. Granted you’re not pushing the spin limits of the supercharger. On turbos or centrifugal superchargers, should be done post turbo. If you inject preturbo, that has been demonstrated to corrode aluminum fins, degrade oil over time and is not recommended.